Electrically controlled fuel system module

ABSTRACT

A fuel tank system constructed in accordance to one example of the present disclosure includes a fuel tank and an evaporative emissions control system. The evaporative emissions control system is configured to recapture and recycle emitted fuel vapor. The evaporative emissions control system includes a liquid trap, a first device, a second device, a control module and a G-sensor. The first device is configured to selectively open and close a first vent. The second device is configured to selectively open and close a second vent. The control module regulates operation of the first and second devices to provide over-pressure and vacuum relief for the fuel tank. The G-sensor provides a signal to the control module based on a measured acceleration.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/527,788 filed Jul. 31, 2019, which is a continuation of U.S. patentapplication Ser. No. 15/468,739 filed Mar. 24, 2017, which is acontinuation-in-part of International Application No. PCT/US2015/051950filed on Sep. 24, 2015, which claims the benefit of U.S. PatentApplication No. 62/054,657 filed on Sep. 24, 2014; U.S. PatentApplication No. 62/056,063 filed on Sep. 26, 2014; U.S. PatentApplication No. 62/061,344 filed on Oct. 8, 2014; U.S. PatentApplication No. 62/114,548 filed on Feb. 10, 2015; and U.S. PatentApplication No. 62/140,112 filed on Mar. 30, 2015. The disclosures ofthe above applications are incorporated herein by reference.

FIELD

The present disclosure relates generally to fuel tanks on passengervehicles and more particularly to a fuel tank having an electronicallycontrolled module that manages the complete evaporative system for thevehicle.

BACKGROUND

Fuel vapor emission control systems are becoming increasingly morecomplex, in large part in order to comply with environmental and safetyregulations imposed on manufacturers of gasoline powered vehicles. Alongwith the ensuing overall system complexity, complexity of individualcomponents within the system has also increased. Certain regulationsaffecting the gasoline-powered vehicle industry require that fuel vaporemission from a fuel tank's ventilation system be stored during periodsof an engine's operation. In order for the overall vapor emissioncontrol system to continue to function for its intended purpose,periodic purging of stored hydrocarbon vapors is necessary duringoperation of the vehicle.

The background description provided herein is for the purpose ofgenerally presenting the context of the disclosure. Work of thepresently named inventors, to the extent it is described in thisbackground section, as well as aspects of the description that may nototherwise qualify as prior art at the time of filing, are neitherexpressly nor impliedly admitted as prior art against the presentdisclosure.

SUMMARY

A fuel tank system constructed in accordance to one example of thepresent disclosure includes a fuel tank and an evaporative emissionscontrol system. The evaporative emissions control system is configuredto recapture and recycle emitted fuel vapor. The evaporative emissionscontrol system includes a liquid trap, a first device, a second device,a control module and a G-sensor. The first device is configured toselectively open and close a first vent. The second device is configuredto selectively open and close a second vent. The control moduleregulates operation of the first and second devices to provideover-pressure and vacuum relief for the fuel tank. The G-sensor providesa signal to the control module based on a measured acceleration.

According to other features, the fuel tank system can further comprise ajet pump driven by the fuel pump. The liquid trap signals the controlmodule to actuate a jet pump solenoid to turn on the jet pump when theliquid trap fills to a predetermined point and run for a specific periodof time. A liquid trap level sensor can measure liquid level in theliquid level trap. A fuel level sensor can be provided that indicatesfuel level thereat. The first and second devices close based on the fuellevel reaching a threshold. The first device is selectively opened andclosed to adjust the rate of pressure rise within the fuel tank. Thefirst device can comprise a first solenoid and the second device cancomprise a second solenoid.

A fuel tank system constructed in accordance to additional features ofthe present disclosure can include a fuel tank and an evaporativeemissions control system. The evaporative emissions control system isconfigured to recapture and recycle emitted fuel vapor. The evaporativeemissions control system can include a control module and a manifoldassembly. The manifold assembly can have a first solenoid and a secondsolenoid. The control module is configured to regulate operation of thefirst and second solenoids to selectively open and close pathways in themanifold assembly to provide over-pressure and vacuum relief for thefuel tank.

In other features, the fuel tank system can further comprise a first anda second roll over valve pick up line. The first and second roll overvalve pick up lines are fluidly connected to the manifold assembly. Afuel line vent vapor (FLVV) pick-up line can be disposed in the fueltank and be fluidly connected to the manifold assembly. A float sensorassembly can be disposed in the fuel tank and be configured to provide asignal to the control module indicative of a fuel level state. A firstand a second vent valve can be disposed in the fuel tank and be fluidlyconnected to the manifold assembly. The fuel tank system can furtherinclude a liquid trap. The liquid trap can further comprise a venturejet that is configured to drain liquid from the liquid trap by way of avacuum. One of the first and second vent valves can further comprise aliquid vapor discriminator. In another example, one of the first andsecond vent valves can comprise a solenoid activated vent valve. Thesolenoid activated vent valve can further comprise a vent valve bodythat defines a first opening and a second opening. The first openingcommunicates with a canister. The second opening communicates with themanifold assembly. The solenoid activated vent valve further includes abiasing member that biases a spring plate toward a seal. The springplate further comprises an overmolded diaphragm.

An evaporative emissions control system configured to recapture andrecycle emitted fuel vapor on a vehicle fuel tank includes a first ventline, a second vent line, a first vent valve, a second vent valve, avent-shut-off assembly and a control module. The first and second ventlines are disposed in the fuel tank. The first vent valve is disposed onthe first vent line and is configured to selectively open and close afirst port fluidly coupled to the first vent line. The second vent valveis disposed on the second vent line and is configured to selectivelyopen and close a second port fluidly coupled to the second vent line.The vent shut-off assembly selectively opens and closes the first andsecond valves to provide overpressure and vacuum relief for the fueltank. The control module regulates operation of the vent shut-offassembly based on operating conditions.

In additional features the vent shut-off assembly includes a solenoidhaving a valve body that defines a first port, a second port and a thirdport. A first seal assembly selectively opens and closes the first port.A second seal assembly selectively opens and closes the second port.First and second electromagnetic coils selectively move the respectivefirst and second seal assemblies.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a schematic illustration of a fuel tank system having anevaporative emissions control system including a manifold having twosolenoids, a controller, an electrical connector and associated wiringin accordance to one example of the present disclosure;

FIG. 2 is a schematic illustration of a fuel tank system having anevaporative emissions control system including a manifold having twosolenoids, a controller and a liquid trap according to another exampleof the present disclosure;

FIG. 2A is a schematic illustration of an exemplary solenoid activatedvent valve that may be used with the evaporative emissions controlsystem of FIG. 2 ;

FIG. 3 is schematic illustration of the fuel tank system of FIG. 1according to a first implementation;

FIG. 4 is a schematic illustration of the fuel tank system of FIG. 1according to a second implementation;

FIG. 5 is a schematic illustration of the fuel tank system of FIG. 3 andshown during initial onset of a refueling event;

FIG. 6 is a schematic illustration of the fuel tank system of FIG. 5 andshown with the fuel tank at fill level during a refueling event;

FIG. 7 is a schematic illustration of the fuel tank system of FIG. 3 andshown in a “purge off” state during a dynamic driving condition;

FIG. 8 is a schematic illustration of the fuel tank system of FIG. 7 andshown in a “purge on” state during a dynamic driving condition;

FIG. 9 is a schematic illustration of the fuel tank system of FIG. 3 andshown in a “power on” state during a static (parked) condition;

FIG. 10 is a schematic illustration of the fuel tank system of FIG. 9and shown in a “power off” state during a static (parked) condition;

FIG. 11 is a schematic illustration of the fuel tank system of FIG. 3and shown during an on-board diagnostics leak check;

FIG. 12 is a schematic illustration of the fuel tank system of FIG. 3and shown during a roll-over or crash condition;

FIG. 13 is a schematic illustration of a pressurized fuel tank systemaccording to another example of the present disclosure and shown duringthe onset of a depressurization or refueling event;

FIG. 14 is a schematic illustration of the pressurized fuel tank systemof FIG. 13 and shown with the fuel tank at fill level during a refuelingevent;

FIG. 15 is a schematic illustration of the pressurized fuel tank of FIG.13 and shown with the fuel tank sealed and the canister open during a“power on” state;

FIG. 16 is a schematic illustration of the pressurized fuel tank of FIG.15 and shown with the fuel tank sealed and the canister open during a“power off” state;

FIG. 17 is a schematic illustration of the fuel tank of FIG. 13 andshown with the fuel tank and the canister both sealed;

FIG. 18 is a schematic illustration of a fuel tank system having an overpressure release valve according to another example of the presentdisclosure;

FIG. 19 is a schematic illustration of a fuel tank system having anonboard vapor recovery valve according to another example of the presentdisclosure;

FIG. 20 are exemplary block diagrams for the fuel tank system accordingto the present disclosure during a vehicle rollover according to variousexamples of the present disclosure;

FIGS. 21A and 21B are exemplary block diagrams for the fuel tank systemaccording to the present disclosure during vehicle refueling accordingto various examples of the present disclosure;

FIG. 22 is a schematic illustration of a fuel tank system having anevaporative emissions control system in accordance to one example of thepresent disclosure;

FIG. 23A is a schematic illustration of a cam driven tank ventingcontrol assembly constructed in accordance to one example of the presentdisclosure and shown with the cam in a first position where all valvesare in an open position;

FIG. 23B is a schematic illustration of the cam driven tank ventingcontrol assembly of FIG. 23A and shown with the cam in a second positionwhere one of the valves is closed and the remaining three valves areopen;

FIG. 24 is a schematic illustration of a cam driven tank venting controlassembly constructed in accordance to another example of the presentdisclosure; and

FIG. 25A is a schematic illustration of a cam driven tank ventingcontrol assembly constructed in accordance to another example of thepresent disclosure and shown with a valve in a partially open position;

FIG. 25B is a schematic illustration of the cam driven tank ventingcontrol assembly of FIG. 25A and shown with the valve in a fully openposition;

FIG. 26 is a perspective view of a cam assembly of the cam driven tankventing control assembly of FIGS. 25A and 25B and illustrating a tableof exemplary open and close sequences;

FIG. 27 is a schematic illustration of a fuel tank system having anevaporative emissions control system including a vent shut-off assembly,a controller, an electrical connector and associated wiring inaccordance to one example of the present disclosure;

FIG. 28 is a front perspective view of an evaporative emissions controlsystem including a vent shut-off assembly configured with solenoidsaccording to one example of the present disclosure;

FIG. 29 is an exploded view of the evaporative emissions control systemof FIG. 28 ;

FIG. 30 is a perspective view of a fuel tank system having a ventshut-off assembly and configured for use on a saddle fuel tank accordingto another example of the present disclosure and shown with the fueltank in section view;

FIG. 31 is a perspective view of the vent shut-off assembly of the fueltank system of FIG. 30 ;

FIG. 32 is a top perspective view of a vent shut-off assemblyconstructed in accordance to additional features of the presentdisclosure;

FIG. 33 is a bottom perspective view of the vent shut-off assembly ofFIG. 32 ;

FIG. 34 is a sectional view of the vent shut-off assembly of FIG. 32taken along lines 34-34;

FIG. 35 is a sectional view of the vent shut-off assembly of FIG. 32taken along lines 35-35;

FIG. 36 is a front perspective view of a vent shut-off assemblyconstructed in accordance to another example of the present disclosure;

FIG. 37 is a sectional view of the vent shut-off assembly of FIG. 36taken along lines 37-37;

FIG. 38 is a sectional view of the vent shut-off assembly of FIG. 36taken along lines 38-38;

FIG. 39 is an exploded view of the vent shut-off assembly of FIG. 36 ;

FIG. 40 is a front perspective view of a vent shut-off assemblyconstructed in accordance to another example of the present disclosure;

FIG. 41 is a front view of the vent shut-off assembly of FIG. 40 ;

FIG. 42 is a sectional view of the vent shut-off assembly of FIG. 41taken along lines 42-42;

FIG. 43 is a sectional view of the vent shut-off assembly of FIG. 41taken along lines 43-43;

FIG. 44 is a sectional view of a vent shut-off assembly constructed inaccordance to additional features of the present disclosure and shownwith the valve member assembly in a first position wherein first andsecond inlets are closed;

FIG. 45 is a sectional view of the vent shut-off assembly of FIG. 44 andshown with the valve member assembly in a second position wherein thefirst inlet is open and the second inlet is closed;

FIG. 46 is a sectional view of the vent shut-off assembly of FIG. 44 andshown with the valve member assembly in a third position wherein thefirst inlet is closed and the second inlet is open;

FIG. 47 is a sectional view of the vent shut-off assembly of FIG. 44 andshown with the valve member assembly in a fourth position wherein thefirst and second inlets are open;

FIG. 48 is a schematic illustration of a valve control assembly for useon a fuel tank system having an evaporative emissions control system inaccordance to one example of the present disclosure and show prior toactuation;

FIG. 49 is a schematic illustration of the valve control assembly ofFIG. 48 and shown subsequent to valve actuation;

FIG. 50 is a sectional sequential view of the valve control assembly ofFIG. 48 ;

FIG. 51 is another schematic illustration of the valve control assemblyof FIGS. 48 and 49 ;

FIG. 52 is a top view of a cam mechanism of the valve control assemblyof FIG. 51 ;

FIG. 53 is a schematic illustration of a valve control assemblyconstructed in accordance to another example of the present disclosure;

FIG. 54 is a plot of leakage versus time for the valve controlassemblies of the present disclosure;

FIG. 55 is a schematic illustration of a valve control assemblyconstructed in accordance to another example of the present disclosureand shown prior to actuation;

FIG. 56 is a schematic illustration of the valve control assembly ofFIG. 55 and shown subsequent to actuation;

FIG. 57 is a schematic illustration of a valve control assemblyconstructed in accordance to another example;

FIG. 58 is a sectional view of a vent shut-off assembly constructed inaccordance to another example of the present disclosure and shown in afirst venting state where first and second poppet valves are closed;

FIG. 59 is a sectional view of the vent shut-off assembly of FIG. 58 andshown with the first poppet valve open and the second poppet valveclosed;

FIG. 60 is a sectional view of the vent shut-off assembly of FIG. 58 andshown with the first and second poppet valves open;

FIG. 61 is a sectional view of the vent shut-off assembly of FIG. 58 andshown with the first poppet valve closed and the second poppet valveopen;

FIG. 62 is a sectional view of a vent shut-off assembly constructed inaccordance to another example of the present disclosure;

FIG. 63 is a partial sectional view of a vent shut-off assemblyconstructed in accordance to another example of the present disclosure;

FIG. 64 is a partial sectional view of a valve arrangement configuredfor use with two-stage actuation, the valve arrangement shown in a firstposition;

FIG. 65 is a partial sectional view of the valve arrangement of FIG. 64and shown in a second position;

FIG. 66 is a schematic illustration of a vent shut-off assemblyconstructed in accordance to additional features of the presentdisclosure;

FIG. 67 is a schematic illustration of a vent shut-off assemblyconstructed in accordance to additional features of the presentdisclosure;

FIG. 68 is a schematic illustration of a vent shut-off assemblyconstructed in accordance to additional features of the presentdisclosure and shown having valves in an open position;

FIG. 69 is a schematic illustration of the vent shut-off assembly ofFIG. 68 and shown with the valves in a closed position;

FIG. 70 is a schematic illustration of a vent shut-off assemblyconstructed in accordance to additional features of the presentdisclosure;

FIG. 71 is a schematic illustration of a vent shut-off assemblyconstructed in accordance to additional features of the presentdisclosure and shown with a central disc in a first position;

FIG. 72 is a schematic illustration of the vent shut-off assembly ofFIG. 71 and shown with the central disc in a second position;

FIG. 73 is a schematic illustration of a valve control assemblyconstructed in accordance to one example of the present disclosure;

FIG. 74 is a sectional view of a valve shuttle and main housing shownwith the valve shuttle in a first position;

FIG. 75 is a sectional view of the valve shuttle and main housing ofFIG. 74 and shown with the valve shuttle in a second position;

FIG. 76 is a sectional view of a vent shut-off assembly constructed inaccordance to another example of the present disclosure and shown with arack and driven gear in a first position;

FIG. 77 is a sectional view of the vent shut-off assembly of FIG. 76 andshown with the rack and driven gear in a second position;

FIG. 78 is a schematic illustration of a hydraulically driven ventshut-off assembly constructed in accordance to another example of thepresent disclosure and shown with a cam assembly in a first position;

FIG. 79 is a schematic illustration of the vent shut-off assembly ofFIG. 78 and shown with the cam assembly in a second position;

FIG. 80 is a schematic illustration of a pneumatically driven ventshut-off assembly constructed in accordance to another example of thepresent disclosure and shown with a cam assembly in a first position;

FIG. 81 is a schematic illustration of the vent shut-off assembly ofFIG. 80 and shown with the cam assembly in a second position;

FIG. 82 is a schematic illustration of a fuel tank system constructed inaccordance to additional features of the present disclosure andincorporating a refueling baffle;

FIG. 83 is a sectional view of a refueling baffle constructed inaccordance to one example of the present disclosure and shown with a cutin a first open position (solid line) and a second closed position(phantom line);

FIG. 84 is a sectional view of a refueling baffle constructed inaccordance to another example of the present disclosure and shown with acut in a first open position (solid line) and a second closed position(phantom line);

FIGS. 85A-85D illustrate an exemplary method of controlling a fuel tanksystem according to one example of the present disclosure;

FIG. 86 is a sectional view of a vent shut-off assembly constructed inaccordance to another example of the present disclosure;

FIG. 87 is an exploded view of the vent shut-off assembly of FIG. 86 ;

FIG. 88 is a top view of a disk of the vent shut-off assembly of FIG. 86;

FIG. 89 is a top perspective view of the disk of FIG. 88 ; and

FIG. 90 is a partial sectional view of a manifold of the vent shut-offassembly of FIG. 86 .

DETAILED DESCRIPTION

With initial reference to FIG. 1 , a fuel tank system constructed inaccordance to one example of the present disclosure is shown andgenerally identified at reference number 10. The fuel tank system 10 cangenerally include a fuel tank 12 configured as a reservoir for holdingfuel to be supplied to an internal combustion engine via a fuel deliverysystem, which includes a fuel pump 14. The fuel pump 14 can beconfigured to deliver fuel through a fuel supply line 16 to a vehicleengine. An evaporative emissions control system 20 can be configured torecapture and recycle the emitted fuel vapor. As will become appreciatedfrom the following discussion, the evaporative emissions control system20 provides an electronically controlled module that manages thecomplete evaporative system for a vehicle. The evaporative controlsystem 20 provides a universal design for all regions and all fuels. Inthis regard, the requirement of unique components needed to satisfyregional regulations may be avoided. Instead, software may be adjustedto satisfy wide ranging applications. In this regard, no uniquecomponents need to be revalidated saving time and cost. A commonarchitecture may be used across vehicle lines. Conventional mechanicalin-tank valves may be replaced. As discussed herein, the evaporativecontrol system 20 may also be compatible with pressurized systemsincluding those associated with hybrid powertrain vehicles.

The evaporative emissions control system 20 includes a manifold assembly24, a control module 30, a purge canister 32, a fuel line vent vapor(FLVV) pick-up tube 36, a first roll-over valve (ROV) pick-up tube 40, asecond ROV pick up tube 42, an electrical connector 44, a fuel deliverymodule (FDM) flange 46 and a float level sensor assembly 48. In oneexample, the manifold assembly 24 can include a manifold body includingconventional worm tracks and further comprise first and second solenoid50, 52 (FIG. 3 ). The first solenoid 50 can be a tank side solenoid. Thesecond solenoid 52 can be a canister side solenoid. The control module30 can be adapted to regulate the operation of first and secondsolenoids 50, 52 to selectively open and close pathways in the manifoldassembly 24, in order to provide over-pressure and vacuum relief for thefuel tank 12. The manifold 24 can additionally comprise a mechanicalgrade shut-off valve 60 (FIG. 3 ).

The control module 30 can further include or receive inputs from a tankpressure sensor, a canister pressure sensor, a temperature sensor and avehicle grade sensor. The control module 30 can additionally includefill level signal reading processing, fuel pressure driver modulefunctionality and be compatible for two-way communications with avehicle electronic control module (not specifically shown). The manifoldassembly 24 can be configured to control a flow of fuel vapor betweenthe fuel tank 12 and the purge canister 32. The purge canister 32adapted to collect fuel vapor emitted by the fuel tank 12 and tosubsequently release the fuel vapor to the engine. The control module 30can also be configured to regulate the operation of evaporativeemissions control system 20 in order to recapture and recycle theemitted fuel vapor. The float level sensor assembly 48 can provide filllevel indications to the control module 30. The control module 30 canclose the first solenoid 50 when the float level sensor assembly 48provides a signal indicative of a full fuel level state. While thecontrol module 30 is shown in the figures generally adjacent to thesolenoids 50 and 52, the control module 30 may be located elsewhere inthe evaporative emissions control system 20 such as adjacent thecanister 32 for example.

With continued reference to FIG. 1 , additional features of theevaporative emissions control system 20 will be described. In oneconfiguration, the ROV pick-up tube 40 and the ROV pick-up tube 42 canbe secured to the fuel tank 12 with clips. By way of non-limitingexample, the inner diameter of the FLVV pick-up tube 36 can be 12 mm.The inner diameter of the ROV pick-up tubes 40 and 42 can be 3-4 mm. TheROV pick-up tubes 40 and 42 can be routed to high points of the fueltank 12. In other examples, external lines and tubes may additionally oralternatively be utilized. In such examples, the external lines areconnected through the tank wall using suitable connectors such as, butnot limited to, welded nipple and push-through connectors.

As identified above, the evaporative emissions control system 20 canreplace conventional fuel tank systems that require mechanicalcomponents including in-tank valves with an electronically controlledmodule that manages the complete evaporative system for a vehicle. Inthis regard, some components that may be eliminated using theevaporative emissions control system 20 of the instant disclosure caninclude in-tank valves such as GVV's and FLVV's, canister vent valvesolenoid and associated wiring, tank pressure sensors and associatedwiring, fuel pump driver module and associated wiring, fuel pump moduleelectrical connector and associated wiring, and vapor managementvalve(s) (system dependent). These eliminated components are replaced bythe control module 30, manifold 24, solenoids 50, 52 and associatedelectrical connector 44. Various other components may be modified toaccommodate the evaporative emissions control system 20 including thefuel tank 12. For example, the fuel tank 12 may be modified to eliminatevalves and internal lines to pick-up points. The flange of the FDM 46may be modified to accommodate the manifold 24, the control module 30and the electrical connector 44. In other configurations, the fresh airline of the canister 32 and dust box may be modified. In one example,the fresh air line of the canister 32 and the dust box may be connectedto the control module 30.

Turning now to FIG. 2 , a fuel tank system 110 constructed in accordanceto another example of the present disclosure will be described. The fueltank system 110 includes an evaporative emissions control system 120.Unless otherwise described, the evaporative emissions control system 120can be configured similar to the evaporative emissions control system 20described above. The evaporative emissions control system 120 caninclude a manifold assembly 124, a control module 130, a liquid trap136, a drain valve 138, a first vent valve 140, and a second vent valve142. The second vent valve 142 can be a refueling vent valve. Amechanical LVD 144 can be provided at the liquid trap 136. In oneconfiguration, the liquid trap 136 can include a venturi jet that drainsliquid by way of a vacuum out of the liquid trap 136 when the fuel pumpis on. The manifold assembly 124 can include a first solenoid 150 and asecond solenoid 152.

With reference to FIG. 2A, a solenoid activated vent valve 200 is shown.The solenoid activated vent valve 200 can be configured for use at oneof or both of the first valve 140 and the second valve 142. The solenoidactivated vent valve 200 can include a vent valve body 202 that definesa first opening 210 and a second opening 212. The first opening 210 cancommunicate with the canister (such as canister 32, FIG. 1 ). The secondopening 212 can communicate with the manifold assembly 124. The solenoidactivated vent valve 200 can further include a liquid vapordiscriminator 220. In other configurations, a baffle may be incorporatedif a centralized liquid trap is used. The solenoid activated vent valve200 can additionally include a biasing member or spring 230 that biasesa spring plate 232 toward a seal 240. A diaphragm 242 can be overmoldedto the spring plate 232. A heat staked membrane 248 can be positionedproximate to the seal 240. In operation, if the first solenoid 150 isoff (corresponding to a closed position), the spring 230 biases thespring plate 232 against the seal 240 and the diaphragm is forced shut.If the fuel tank pressure is higher than atmosphere, the heat stakedmembrane 248 allows air to pass through. If the control module 130 isset to vent, the first solenoid 150 is on (corresponding to an openposition), the spring plate 232 moves away from the seal 240 against thespring 230 and the solenoid activated vent valve 200 vents out to thecanister (see canister 32, FIG. 1 ).

The system schematics shown in FIGS. 3-19 , illustrate various operatingconditions where the solenoid valves 50 and 52 provide discrete openingand closing of the FLVV pick-up tube 36, the ROV pick-up tube 40 and theROV pick-up tube 42. It will be appreciated from the schematicillustrations that the solenoid valve 50 and/or 52 can comprise atwo-position solenoid, a latching solenoid, a poppet system to allowselective opening and closing and other configurations. Moreover, thesolenoid valve 50 and/or 52 can comprise a collection of more than onesolenoid. For example, a dedicated solenoid may be incorporated at thetank solenoid 50 for opening and closing each of the FLVV pick-up tube36, the ROV pick-up tube 40 and the ROV pick-up tube 42 on the tankside. Similarly a dedicated solenoid may be incorporated at the canistersolenoid 52 for opening and closing each of the vapor paths illustrated.

Turning now to FIG. 3 , a system schematic of the fuel tank system 10according to a first example is shown. The mechanical grade shut-off 60can be configured to close in the event of a roll-over or vehicle crashevent. The mechanical grade shut-off 60 does not require power to close.FIG. 4 illustrates a system schematic of the fuel tank system 10according to a second example. In FIG. 4 , the FLVV pick-up tube 36 andthe ROV pick-up tube 40 are arranged according to another example asshown.

With reference to FIG. 5 , a system schematic is shown during an initialrefueling event. The FLVV pick-up tube 36 is open for full flow. FIG. 6shows a system schematic during refueling when a full fill level isattained. A fuel level sensor signal (such as from the level sensorassembly 48, FIG. 1 ) can trigger closure to stop fueling.

With reference to FIGS. 7 and 8 , a system schematic is shown duringdynamic conditions such as driving. The fuel tank system 10 monitorsfuel level, tank pressure, and vehicle grade. The control module 30opens the solenoid valves 50, 52 as needed to vent. In FIG. 7 , purge isset to off. In FIG. 8 , purge is set to on. During a purge event, freshair is drawn through the canister 32.

FIGS. 9 and 10 show a system schematic during a static condition such asparked. The control module 30 determines which of the ROV pick-up tubes40, 42 to open based on grade, fuel level and tank pressure. In FIG. 9 ,power is on whereas in FIG. 10 , power is off. When power is off, abypass 310 can open to allow liquid to drain back into the fuel tank 12.

With reference to FIG. 11 , a system schematic is shown during anon-board diagnostics (OBD) leak check. During an OBD leak check, thecanister air and engine ports are closed. A pressure drop is monitoredacross the system. The ROV pick-up tubes 40, 42 are opened or closeddepending on the grade and fuel level. At least one ROV pick-up tube 40,42 is open.

FIG. 12 shows a system schematic during a roll-over or crash event. Thefirst and second solenoids 50 and 52 are shut if power is available. Ifno power is available, the mechanical shut off valve 60 is triggered toclose to seal the system.

FIGS. 13 and 14 show a system schematic during a depressurization orrefueling event for a pressurized system. FIG. 13 is a system schematicduring initial refueling. FIG. 14 is a system schematic during refuelingwhen a full fill level is attained. A fuel level sensor signal (such asfrom the level sensor assembly 48, FIG. 1 ) can trigger closure to stopfueling.

FIGS. 15 and 16 show a system schematic during a tank sealed state. FIG.15 shows a power on state. FIG. 16 shows a power off state. FIG. 17 is asystem schematic showing the tank and canister sealed. FIG. 18 is asystem schematic showing the OPR with the power on/off. FIG. 19 is asystem schematic showing the OVR with the power on/off.

FIG. 20 illustrates exemplary flow charts for a vehicle rollover event.The sequence of events is aligned vertically between the vehicle, theevaporative emission system, vehicle controls, the fuel tank and errorstates. A vehicle flow chart is shown at 410. At 412, the vehicle is innormal orientation. At 414, power is on. At 416, power is off. At 418,the vehicle starts to roll. At 420, the vehicle roll stops in anon-normal orientation. At 422, the roll stops and returns to normaloperation. At 424 the vehicle starts normal operation.

An evaporative emission system flow chart is shown at 430. At 432, theports are open to the canister. At 434, the ports are closed. At 436,the ports are kept closed. At 440, the ports are closed to the canister.At 442, the ports are closed. At 444, the ports are opened according tonormal operating processes (e.g. based on pressure, orientation inputs,etc.). At 446, normal operation is continued. At 450, the mastermechanical rollover valve is opened. At 452, the master mechanicalrollover valve is closed. The valve can be spring and float driven. At454, the master mechanical rollover valve is opened. At 456 the mastermechanical rollover valve is opened.

An evaporative controls flow chart is shown at 460. The grade sensorsenses an orientation within normal limits at 462. The grade sensorsenses an orientation greater than a threshold degree at 464. The gradesensor senses an orientation greater than a threshold degree at 466. At468, the grade sensor senses an orientation in a normal range for athreshold amount of time. At 470, the sensors are monitored per normalprocess.

Various error states are shown at 480. At 482, with no power, a backupis the master mechanical rollover valve. At 484, with a failed gradesensor, a backup is the master mechanical rollover valve. At 486, withthe mechanical rollover valve stuck open, the same controls and failuremodes are followed from a traditional valve system. At 488, with themechanical rollover valve stuck closed, the same controls and failuremodes are followed from a traditional valve system.

FIG. 21 illustrates exemplary flow charts for a vehicle rollover event.The sequence of events is aligned vertically between the vehicle, theevaporative emission system, vehicle controls, the fuel tank and errorstates. A vehicle flow chart is shown at 510. At 512, the vehicle isstopped at a gas station. At 514, the vehicle is keyed off. At 516, thevehicle is keyed on. At 520, the fuel fill door is opened. At 522, thefuel cap is removed. 522 may also represent a cap-less fuel tankvehicle. At 526, the nozzle is inserted. At 528, fuel is dispensed. At530, a nozzle shut-off is triggered. At 532, the nozzle is removed. At534, the fuel cap is installed. At 536 the fuel door is closed. At 538,the vehicle drives off.

An evaporative emission system flow chart is shown at 540. At 542 arefueling event is detected. At 544, the fuel level detected is lessthan full. At 546, the fuel level is full. At 550, the FLVV port isopened to the canister. At 552, vapor is vented to the canister. At 554,full fuel level is reached on with the fuel level sensor. At 556 theFLVV port is closed and the head valve port is opened. At 558 allventing is closed after a predetermined time. At 560, all venting isclosed to trigger a shut-off. At 562 refueling completion is detected.Detection can be satisfied with the fuel cap on, vehicle movement or achange in the fuel level sensor. At 566, full ROV venting is opened. At570, the FLVV port is kept closed. At 572, pressure builds in the fueltank and triggers a nozzle shut-off. At 574, the fuel level sensor is ator above full. At 576, the tank pressure is monitored and the ROV portis triggered open at a pop point.

An evaporative controls flow chart is shown at 580. At 582, the fuellevel is read from the level sensor. At 584, solenoid movement isverified. In one example an inductive charge can be used. At 586, a fuellevel change is detected indicating a full fuel level. At 588, solenoidmovement is verified. Again, in one example, an inductive charge can beused.

Various error states are shown at 590. At 592, a failed level sensor isdetected. The failed level sensor may be detected by satisfying a statusof stuck, bad resistance, no signal, or an intermittent signal. At 594,a solenoid failure may cause a port not to open. At 596, a solenoidfailure may cause a port not to close. At 598, the ROV port is openedwith a pressure trigger or head valve pop point. The vehicle is not todrive off after refueling.

Turning now to FIG. 22 , a fuel tank system constructed in accordance toanother example of the present disclosure is shown and generallyidentified at reference number 610. The fuel tank system 610 cangenerally include a fuel tank 612 configured as a reservoir for holdingfuel to be supplied to an internal combustion engine via a fuel deliverysystem, which includes a fuel pump 614. The fuel pump 614 can beconfigured to deliver fuel through a fuel supply line 616 to a vehicleengine. An evaporative emissions control system 620 can be configured torecapture and recycle the emitted fuel vapor. As will become appreciatedfrom the following discussion, the evaporative emissions control system620 provides an electronically controlled module that manages thecomplete evaporative system for a vehicle.

The evaporative control system 620 provides a universal design for allregions and all fuels. In this regard, the requirement of uniquecomponents needed to satisfy regional regulations may be avoided.Instead, software may be adjusted to satisfy wide ranging applications.In this regard, no unique components need to be revalidated saving timeand cost. A common architecture may be used across vehicle lines.Conventional mechanical in-tank valves may be replaced. As discussedherein, the evaporative control system 620 may also be compatible withpressurized systems including those associated with hybrid powertrainvehicles.

The evaporative emissions control system 620 includes a manifoldassembly 624, a fuel delivery module 628 having a control module 630, apurge canister 632, a G-sensor 636, a first roll-over valve (ROV)pick-up tube or vent 640, a second ROV pick up tube or vent 642, a firstfuel level sensor 644A, a second fuel level sensor 644B, a third fuellevel sensor 644C, a liquid trap 646, a liquid level sensor 648, a largevent solenoid 650 and a small vent solenoid 652.

The control module 630 can be adapted to regulate the operation of firstand second solenoids 650, 652 to selectively open and close pathways inliquid trap 646, in order to provide over-pressure and vacuum relief forthe fuel tank 612.

The fuel delivery module 628 has an integral accelerometer or G-sensor636 and a control module 630 that close any number of vent lines mostlikely two. One larger (to manage refueling vapor flow) and one smaller(to manage grade venting). The larger can also manage grade venting. Thefuel delivery module 628 houses a liquid trap 646 with a jet pump 660driven by the main fuel pump 614 and turned off and on via a solenoidvalve.

During operation such as a refueling event, fuel is dispensed and risestoward fuel level sensor 644 c. When the sensor 644 c indicates fuellevel has reached this point the large solenoid 650 closes and the smallsolenoid 652 also closes. Pressure builds in the fuel tank 612 causingfuel to back up the fill pipe and turn off the dispensing nozzle. Thesmaller solenoid can be used to adjust the rate of pressure rise byopening and closing as needed. This activity will ensure a good fillwithout spit back at the filler neck. Various pressure profiles areeasily produced for system variations.

Running loss and liquid carry-over prevention will now be described. Thevehicle is quite dynamic and the liquid trap must not allow liquid fuelto pass into the charcoal canister 632. The liquid trap 646 signals thecontrol module 630 to actuate the jet pump solenoid 660 to turn on thejet pump 616 when the liquid trap 646 fills to a predetermined point andrun for a specific period of time, such as long enough to drain theliquid trap 646.

The control module 630 continuously monitors the bulk fuel level, theG-sensor 636, the vent solenoids 650, 652, the fuel tank pressure andthe liquid trap level sensor 648. The G-sensor can communicate a signalto the control module 630 based on a measured acceleration. As thevehicle is driven this monitoring process is used to optimize the ventprocess. The goal is to selectively open and close the vent solenoids650, 652 and the jet pump solenoid 660 to maintain an acceptable fueltank pressure, ensure no liquid leave the liquid trap, and minimize thejet pump on time.

Grade venting will now be described. When the vehicle is stopped and theengine is turned off, the fuel delivery module, G-sensor 636 and fuellevel determine which vent line is above fluid level and closes thesolenoids 650, 652 including the jet pump solenoid 660. This will allowthe fuel tank 612 to vent. The solenoids are latching so no power isrequired to keep them closed or open. During engine off, a watch dogsupervisory control will monitor the G-sensor 636. Should the vehicleattitude change, the system will wake and adjust for proper venting andthen go to sleep again. Consider complete power failure or crash. Thesystem has a main floated valve in the fuel delivery module which floatsclosed when the liquid trap is over filled in any vehicle orientation.Pressure build at this time will be released by the filler cap overpressure relief.

With reference now to FIGS. 23A and 23B a cam driven tank ventingcontrol assembly 670 constructed in accordance to another example of thepresent disclosure will be described. The cam driven tank ventingcontrol assembly 670 includes one rotary actuator 672 and a cam 674 toselectively open valves 676 a, 676 b, 676 c and 676 d. The valves 676 a,676 b, 676 c and 676 d can be poppet valves that are configured to openand close respective vents 680 a, 680 b, 680 c and 680 d located atdiscrete positions in the fuel tank. The cam 674 can be rotated to aprescribed position where the required valves 676 a, 676 b, 676 c and676 d are open or closed. When the power is off, the rotary actuator 672and cam 674 remain in position so latching is inherent in the design.The cam driven tank venting control assembly 670 can be used in theevaporative emissions control systems described above when it may bedesired to provide multiple vents while avoiding multiple latchingsolenoids. The rotary actuator is rotates to a desired position based onan input from the controller based on operating conditions.

Turning now to FIG. 24 , a cam driven tank venting control assembly 710constructed in accordance to another example will be described. Whilethe configuration shown above with respect to FIGS. 23A and 23B discussa cam and valve arrangement that move valves between fully open andfully closed positions, other configurations are contemplated. Forexample, the tank venting control configuration 710 includes a cam 712that rotates a roller 714 resulting in a valve 720 moving between afully open position, a fully closed position and a partially openposition. In this regard, the cam 712 includes a first cam profile 1that results in an orifice size being closed (or the valve 720 beingfully closed), a second cam profile 2 that results in an orifice sizebeing small (or the valve 720 being partially open), and a third camprofile 3 that results in an orifice size being large (or the valve 720being fully open).

While three discreet positions are described, including two levels of“open” and one closed position, more positions may be provided. Forexample it is possible to rotate the cam 712 to a position between thecam profiles 1, 2 and 3 to offer a truly variable orifice size. The camdriven tank venting control configuration 710 can be configured suchthat during refueling the valve 720 is on the third cam profile 3 or thevalve 720 being fully open. The valves can be configured for variouscombinations during vehicle operation. An additional benefit to thisconfiguration is that the piece costs and complexity of multiplesolenoids opening and closing multiple vents can be avoided in favor ofthe cam arrangement that opens valves to various levels of open. It willbe appreciated that the cam 674 described above with respect to FIGS.23A and 23B can be configured to have four distinct cams like cam 712for selectively opening and closing valves constructed similar to valve720. In this regard, the configuration shown in FIGS. 23A and 23B canattain valve positions of fully open, fully closed or intermediatepositions between fully open and fully closed.

With reference now to FIGS. 25A, 25B and 26 , a tank venting controlassembly 750 constructed in accordance to additional features of thepresent disclosure will be described. The tank venting control assembly750 includes a cam assembly 752 that includes cams 754A, 754B and 754C.The cams 754A, 754B and 754C independently rotate a roller (only oneroller 760 shown in FIGS. 25A and 25B) resulting in a valve (only onevalve 762 shown) moving between a fully open position, a fully closedposition and a partially open position based on the cam profile. In thisregard, each cam 754A, 754B and 754C includes a specific cam profilethat results in an orifice size leading to a respective vent tube (780shown) being closed (or the valve 762 being fully closed), or variousstates of open.

Again, depending on the cam profile, the valve can be moved to manydegrees or levels of open. An arm 766 can be provided on each valve thatis configured to deflect toward and away from the valve opening. In theconfiguration shown, all of the three valves (672) are achieved at anangle of 170 degrees. A fully open condition (OL) provides 4.88 mm ofclearance at the valve opening. An open position (O) provides 2.13 mm ofclearance at the valve opening. It is appreciated however that thesevalues are merely exemplary and may be changed within the scope of thisdisclosure. In the configuration shown a DC motor 784 is used to drive aworm gear 786 which in turn rotates the cam assembly 752 on a commonaxle. As the cam assembly 752 rotates, a rotary potentiometer can beused to monitor position. With three valve elements, there are eightpositions to accommodate the eight states possible for vent valves. Thevalves ensure that all three vent tubes can be opened or closed as thefuel tank vent controller determines. As the DC motor 784 rotates, thepotentiometer indicates angular position and thus the cam positions andsubsequently which valve is open and which is closed.

Turning now to FIG. 27 , a fuel tank system constructed in accordance toone example of the present disclosure is shown and generally identifiedat reference number 1010. The fuel tank system 1010 can generallyinclude a fuel tank 1012 configured as a reservoir for holding fuel tobe supplied to an internal combustion engine via a fuel delivery system,which includes a fuel pump 1014. The fuel pump 1014 can be configured todeliver fuel through a fuel supply line 1016 to a vehicle engine. Anevaporative emissions control system 1020 can be configured to recaptureand recycle the emitted fuel vapor. As will become appreciated from thefollowing discussion, the evaporative emissions control system 1020provides an electronically controlled module that manages the completeevaporative system for a vehicle.

The evaporative control system 1020 provides a universal design for allregions and all fuels. In this regard, the requirement of uniquecomponents needed to satisfy regional regulations may be avoided.Instead, software may be adjusted to satisfy wide ranging applications.In this regard, no unique components need to be revalidated saving timeand cost. A common architecture may be used across vehicle lines.Conventional mechanical in-tank valves may be replaced. As discussedherein, the evaporative control system 1020 may also be compatible withpressurized systems including those associated with hybrid powertrainvehicles.

The evaporative emissions control system 1020 includes a vent shut-offassembly 1022, a manifold assembly 1024, a liquid trap 1026, a controlmodule 1030, a purge canister 1032, an energy storage device 1034, afirst vapor tube 1040, a second vapor tube 1042, an electrical connector1044, a fuel delivery module (FDM) flange 1046 and a float level sensorassembly 1048. The first vapor tube 1040 can terminate at a vent opening1041A that may include a baffle arranged at a top corner of the fueltank 1012. Similarly, the second vapor tube 1042 can terminate at a ventopening 1041B that may include a baffle arranged at a top corner of thefuel tank 1012.

In one example, the manifold assembly 1024 can include a manifold body1049 (FIG. 29 ) that routes venting to an appropriate vent tube 1040 and1042 (or other vent tubes) based on operating conditions. As will becomeappreciated from the following discussion, the vent shut-off assembly1022 can take may forms such as electrical systems including solenoidsand mechanical systems including DC motor actuated cam systems.

Turning now to FIGS. 28 and 29 , a vent shut-off assembly 1022Aconstructed in accordance to one example of the present disclosure isshown. As can be appreciated, the vent shut-off assembly 1022A can beused as part of an evaporative emissions control system 1020 in the fueltank system 1010 described above with respect to FIG. 27 . The ventshut-off assembly 1022A includes two pair of solenoid banks 1050A and10508. The first solenoid bank 1050A includes first and second solenoids1052A and 1052B. The second solenoid bank 1050B includes third andfourth solenoids 1052C and 1052D.

The first and second solenoids 1052A and 1052B can be fluidly connectedto the vapor tube 1040. The third and fourth solenoids 1052C and 1052Dcan be fluidly connected to the vapor tube 1042. The control module 1030can be adapted to regulate the operation of the first, second, third andfourth solenoids 1052A, 1052B, 1052C and 1052D to selectively open andclose pathways in the manifold assembly 1024, in order to provideover-pressure and vacuum relief for the fuel tank 1012. The evaporativeemissions control assembly 1020 can additionally comprise a pump 1054,such as a venturi pump and a safety rollover valve 1056. A conventionalsending unit 1058 is also shown.

The control module 1030 can further include or receive inputs fromsystem sensors, collectively referred to at reference 1060. The systemsensors 1060 can include a tank pressure sensor 1060A that senses apressure of the fuel tank 1012, a canister pressure sensor 10608 thatsenses a pressure of the canister 1032, a temperature sensor 1060C thatsenses a temperature within the fuel tank 1012, a tank pressure sensor1060D that senses a pressure in the fuel tank 1012 and a vehicle gradesensor and or vehicle accelerometer 1060E that measures a grade and/oracceleration of the vehicle. It will be appreciated that while thesystem sensors 1060 are shown as a group, that they may be located allaround the fuel tank system 1010.

The control module 1030 can additionally include fill level signalreading processing, fuel pressure driver module functionality and becompatible for two-way communications with a vehicle electronic controlmodule (not specifically shown). The vent shut-off assembly 1022 andmanifold assembly 1024 can be configured to control a flow of fuel vaporbetween the fuel tank 1012 and the purge canister 1032. The purgecanister 1032 adapted to collect fuel vapor emitted by the fuel tank1012 and to subsequently release the fuel vapor to the engine. Thecontrol module 1030 can also be configured to regulate the operation ofevaporative emissions control system 1020 in order to recapture andrecycle the emitted fuel vapor. The float level sensor assembly 1048 canprovide fill level indications to the control module 1030.

When the evaporative emissions control system 1020 is configured withthe vent shut-off assembly 1022A, the control module 1030 can closeindividual solenoids 1052A-1052D or any combination of solenoids1052A-1052D to vent the fuel tank system 1010. For example, the solenoid1052A can be actuated to close the vent 1040 when the float level sensorassembly 1048 provides a signal indicative of a full fuel level state.While the control module 1030 is shown in the figures generally remotelylocated relative to the solenoid banks 1050A and 1050B, the controlmodule 1030 may be located elsewhere in the evaporative emissionscontrol system 1020 such as adjacent the canister 1032 for example.

With continued reference to FIGS. 27-29 , additional features of theevaporative emissions control system 1020 will be described. In oneconfiguration, the vent tubes 1040 and 1042 can be secured to the fueltank 1012 with clips. The inner diameter of the vent tubes 1040 and 1042can be 3-4 mm. The vent tubes 1040 and 1042 can be routed to high pointsof the fuel tank 1012. In other examples, external lines and tubes mayadditionally or alternatively be utilized. In such examples, theexternal lines are connected through the tank wall using suitableconnectors such as, but not limited to, welded nipple and push-throughconnectors.

As identified above, the evaporative emissions control system 1020 canreplace conventional fuel tank systems that require mechanicalcomponents including in-tank valves with an electronically controlledmodule that manages the complete evaporative system for a vehicle. Inthis regard, some components that may be eliminated using theevaporative emissions control system 1020 of the instant disclosure caninclude in-tank valves such as GVV's and FLVV's, canister vent valvesolenoid and associated wiring, tank pressure sensors and associatedwiring, fuel pump driver module and associated wiring, fuel pump moduleelectrical connector and associated wiring, and vapor managementvalve(s) (system dependent). These eliminated components are replaced bythe control module 1030, vent shut-off assembly 1022, manifold 1024,solenoid banks 1050A, 1050B and associated electrical connector 1044.Various other components may be modified to accommodate the evaporativeemissions control system 1020 including the fuel tank 1012. For example,the fuel tank 1012 may be modified to eliminate valves and internallines to pick-up points. The flange of the FDM 1046 may be modified toaccommodate other components such as the control module 1030 and/or theelectrical connector 1044. In other configurations, the fresh air lineof the canister 1032 and a dust box may be modified. In one example, thefresh air line of the canister 1032 and the dust box may be connected tothe control module 1030.

Turning now to FIGS. 30 and 31 , a fuel tank system 1010A constructed inaccordance to another example of the present disclosure will bedescribed. Unless otherwise described, the fuel tank system 1010A caninclude an evaporative emissions control system 1020A that incorporatefeatures described above with respect to the fuel tank system 1010. Thefuel tank system 1010A is incorporated on a saddle type fuel tank 1012A.A vent shut-off assembly 1022A1 can include a single actuator 1070 thatcommunicates with a manifold 1024A to control opening and closing ofthree or more vent point inlets. In the example shown, the manifoldassembly 1024A routs to a first vent 1040A, a second vent line 1042A anda third vent line 1044A. A vent 1046A routs to the canister (seecanister 1032, FIG. 27 ). A liquid trap 1052A and a drain 1054A areincorporated on the manifold assembly 1024A. The fuel tank system 1010Acan perform fuel tank isolation for high pressure hybrid applicationswithout requiring a fuel tank isolation valve (FTIV). Further, theevaporative emissions control system 1020A can achieve the highestpossible shut-off at the vent points. The system is not inhibited byconventional mechanical valve shut-off or reopening configurations.Vapor space and overall tank height may be reduced.

Turning now to FIGS. 32-35 , a vent shut-off assembly 1022B constructedin accordance to another example of the present disclosure will bedescribed. The vent shut-off assembly 10228 includes a main housing 1102that at least partially houses an actuator assembly 1110. A canistervent line 1112 routs to the canister (see canister 1032, FIG. 27 ). Theactuator assembly 1110 can generally be used in place of the solenoidsdescribed above to open and close selected vent lines. The vent shut-offassembly 1022B includes a cam assembly 1130. The cam assembly 1130includes a cam shaft 1132 that includes cams 1134, 1136 and 1138. Thecam shaft 1132 is rotatably driven by a motor 1140. In the example shownthe motor 1140 is a direct current motor that rotates a worm gear 1142that in turn drives a drive gear 1144. The motor 1140 is mountedoutboard of the main housing 1102. Other configurations arecontemplated. The cams 1134, 1136 and 1138 rotate to open and closevalves 1154, 1156 and 1158, respectively. The valves 1154, 1156 and 1158open and close to selectively deliver vapor through ports 1164, 1166 and1168, respectively. In one example the motor 1140 can alternately be astepper motor. In other configurations, a dedicated DC motor may be usedfor each valve. Each DC motor may have a home function. The DC motorscan include a stepper motor, a bi-directional motor, a uni-directionalmotor a brushed motor and a brushless motor. The home function caninclude a hard stop, electrical or software implementation, tripswitches, hard stop (cam shaft), a potentiometer and a rheostat.

In one configuration the ports 1164 and 1166 can be routed to the frontand back of the fuel tank 1012. The port 1164 can be configured solelyas a refueling port. In operation, if the vehicle is parked on a gradewhere the port 1166 is routed to a low position in the fuel tank 1012,the cam 1136 is rotated to a position to close the port 1164. Duringrefueling, the valve 1154 associated with port 1164 is opened by the cam1134. Once the fuel level sensor 1048 reaches a predetermined levelcorresponding to a “Fill” position, the controller 1030 will close thevalve 1154. In other configurations, the cam 1134, valve 1154 and port1162 can be eliminated leaving two cams 1136 and 1138 that open andclose valves 1156 and 1158. In such an example, the two ports 1164 and1166 can be 7.5 mm orifices. If both ports 1164 and 1166 are open,refueling can occur. If less flow is required, a cam position can beattained where one of the valves 1156 and 1158 are not opened all theway.

Turning now to FIGS. 36-39 , a vent shut-off assembly 1022C constructedin accordance to another example of the present disclosure will bedescribed. The vent shut-off assembly 1022C includes a main housing 1202that at least partially houses an actuator assembly 1210. A canistervent line 1212 routs to the canister (see canister 1032, FIG. 27 ). Theactuator assembly 1210 can generally be used in place of the solenoidsdescribed above to open and close selected vent lines. The vent shut-offassembly 1022C includes a cam assembly 1230. The cam assembly 1230includes a cam shaft 1232 that includes cams 1234, 1236 and 1238. Thecam shaft 1232 is rotatably driven by a motor 1240. In the example shownthe motor 1240 is received in the housing 1202. The motor 1240 is adirect current motor that rotates a worm gear 1242 that in turn drives adrive gear 1244. Other configurations are contemplated. The cams 1234,1236 and 1238 rotate to open and close valves 1254, 1256 and 1258,respectively. The valves 1254, 1256 and 1258 open and close toselectively deliver vapor through ports 1264, 1266 and 1268,respectively. In one example the motor 1240 can alternately be a steppermotor. A drain 1270 can be provided on the housing 1202.

In one configuration the ports 1264 and 1266 can be routed to the frontand back of the fuel tank 1012. The port 1264 can be configured solelyas a refueling port. In operation, if the vehicle is parked on a gradewhere the port 1266 is routed to a low position in the fuel tank 1012,the cam 1236 is rotated to a position to close the port 1264. Duringrefueling, the valve 1254 associated with port 1264 is opened by the cam1234. Once the fuel level sensor 1048 reaches a predetermined levelcorresponding to a “Fill” position, the controller 1030 will close thevalve 1254. In other configurations, the cam 1234, valve 1254 and port1262 can be eliminated leaving two cams 1236 and 1238 that open andclose valves 1256 and 1258. In such an example, the two ports 1264 and1266 can be 7.5 mm orifices. If both ports 1264 and 1266 are open,refueling can occur. If less flow is required, a cam position can beattained where one of the valves 1256 and 1258 are not opened all theway.

Turning now to FIGS. 40-43 , a vent shut-off assembly constructed inaccordance to another example of the present disclosure is shown andgenerally identified at reference 1300. The vent shut-off assembly 1300can be incorporated for use with any of the evaporative emissionscontrol systems described herein. The vent shut-off assembly 1300generally comprises a first cam shaft 1302 and a second cam shaft 1304.The first and second cam shafts 1302 and 1304 are coaxial and configuredfor relative rotation. The first cam shaft 1302 includes a first cam1312 and a second cam 1314. The second cam shaft 1304 includes a thirdcam 1316. A first vent 1322 is actuated based on rotation of the firstcam 1312. A second vent 1324 is actuated based on rotation of the secondcam 1314. A third vent 1326 is actuated based on rotation of the thirdcam 1316. The first cam shaft 1302 has a first tab 1330. The second camshaft 1304 has a second tab 1332. The first cam shaft 1302 controls theventing of the first and second vents 1322 and 1324. The second camshaft 1304 rotates on the first cam shaft 1302. The second cam shaft1304 is driven by the engagement of the first and second tabs 1330,1332.

In one exemplary configuration, the third vent 1326 can be associatedwith a refueling vent. Under normal driving conditions, the first camshaft 1302 may rotate to open and close the first and second vents 1322,1324. The second cam shaft 1304 may move while the first cam shaft 1302is moving but insufficiently to cause actuation of the third vent 1326.The third vent 1326 is actuated by rotation of the tab 1332 to an openposition. The third vent 1326 is closed by further pushing the tab 1332past the open position. In this regard, actuation of the first andsecond vents 1322 and 1324 can be accomplished discretely from actuationof the third vent 1326.

Turning now to FIGS. 44-47 , a vent shut-off assembly constructed inaccordance to another example of the present disclosure is shown andgenerally identified at reference 1400. The vent shut-off assembly 1400can be incorporated for use with any of the evaporative emissionscontrol systems described herein. The vent shut-off assembly 1400generally provides solenoid controlled linear actuation of two ventpoints. The vent shut-off assembly 1400 generally includes a solenoid1402 that actuates a valve member assembly 1404 relative to a valve body1410. The valve body 1410 generally includes a first inlet 1420, asecond inlet 1422 and an outlet 1424. By way of example, the first andsecond inlets 1420 and 1422 can be fluidly coupled to first and secondvent tubes as disclosed herein.

The valve member assembly 1404 collectively comprises a first vent valve1424 and a second vent valve 1426. The first vent valve 1424 includes afirst valve closing element or disk 1430. The second vent valve 1426collectively comprises a second valve closing element or disk 1432 and athird closing element or disk 1434. The second disk 1432 definesapertures 1440 therethrough. A first spring support 1450 is disposed ona distal shaft 1452. A second spring support 1456 is disposed on aproximal shaft 1458. A first biasing member 1460 is arranged between thefirst spring support 1450 and first disk 1430 for biasing the first disk1430 toward a closed position (FIG. 44 ). A second biasing member 1462is arranged between the first spring support 1450 and the second disk1432 for biasing the second disk 1432 toward a closed position (FIG. 44). A third biasing member 1464 is arranged between the second springsupport 1456 and the third disk 1434 for biasing the third disk 1434toward the second disk 1432. A first seal member 1470 is disposed on thefirst disk 1430. A second seal member 1472 and third seal member 1474 isdisposed on the second disk 1432.

Operation of the vent shut-off assembly 1400 will now be described. InFIG. 44 , the first and second inlets 1420 and 1422 and the outlet 1424are all closed relative to each other. The first disk 1430 is closed,closing the first inlet 1420. The first disk 1430 is sealingly engagedto the valve body 1410. The second disk 1432 is closed and the thirddisk 1434 is closed. The second disk 1432 is sealingly engaged to thevalve body 1410 closing the outlet 1424. The third disk 1434 issealingly engaged to the second disk 1432 closing the second inlet 1422.

In FIG. 45 , the first inlet 1420 is open to the outlet 1424. The secondinlet 1422 is closed. The solenoid 1402 urges the first disk 1430 awayfrom seating on the valve body 1410. In FIG. 46 , the second inlet 1422is open to the outlet 1424. The first inlet 1420 is closed. The solenoid1402 urges the third disk 1434 and therefore the second disk 1432upward. In FIG. 47 , the first inlet 1420 is open to the outlet 1424.The second inlet 1422 is also open to the outlet 1424.

With additional reference now to FIGS. 48-52 , a vent shut-off orcontrol assembly constructed in accordance to one example of the presentdisclosure is shown and generally identified at reference 1510. The ventcontrol assembly 1510 can be used in a fuel system such as fuel system1010 and cooperate with evaporative emissions control system 1020 toopen and close identified vents. It will be appreciated that the ventcontrol assembly 1510 can be used in other fuel systems or systems ingeneral to regulate fluid flow.

The vent control assembly 1510 generally includes shaft assembly 1512, ablock 1516, actuation assembly 1520 and an input source 1522. The shaftassembly 1512 can include a split shaft having a first shaft portion1530 and a second shaft portion 1532. The actuation assembly 1520includes a cam assembly 1534. As will be explained herein, the first andsecond shaft portions 1530 and 1532 can move relative to each otherbased on rotation of the cam assembly 1534. The shaft assembly 1512(split shaft) can have internal and external splines between therespective first and second shaft portions 1530 and 1532. The secondshaft portion 1532 can be formed of externally molded rubber. The block1516 can be formed of metal. The second shaft portion 1532 has a firstshaft passage 1536. The block 1516 has first and second block passages1540, 1542. The cam assembly 1534 generally includes a cam plate 1544and a plurality of protrusions 1546. The second shaft 1532 can include aspring loaded probe assembly 1550 thereon. The spring loaded probeassembly 1550 generally includes cam followers 1552 that are biased byrespective biasing members 1554. The input source 1522 can include aservo motor. Other actuation sources are contemplated.

During operation, the actuation source 1522 rotates the first shaft 1530causing the protrusions 1546 on the cam plate to urge the cam followers1546 on the spring loaded probe assembly 1550 to move rightwardultimately causing the second shaft 1532 to translate rightward. In thisregard, in the unactuated position (FIG. 48 ), the first shaft passage1536 is not aligned with the first and second block passages 1540, 1542.In the actuated position (FIG. 49 ), the first shaft passage 1536 isaligned with the first and second block passages 1540, 1542. A biasingmember 1556 can urge the second shaft 1532 back toward the unactuatedposition. The biasing members 1554 and 1556 can be used to return thesecond shaft 1532 to be available for subsequent indexing.

In the example shown in FIGS. 48 and 49 , the block 1516 has first andsecond block passages 1540, 1542. As shown in FIG. 50 however the block1516 may incorporate additional passages such as third and fourth blockpassages 1560, 1562. In one example it is contemplated that the passages1540, 1542, 1560, 1562 can be fluidly connected to vent lines in thefuel tank. The second shaft portion 1532 is generally wedge shaped. Thevalve control assembly 1510 can be used for a dynamic state and a steadystate, as shown in FIG. 54 . In the dynamic state, the second shaft 1532is in dynamic state. Leakage is not critical and will not be significantdue to low fluid pressure and short transition times. In steady state,the second shaft 1532 is in steady state for significant operation time.Leakage is not desired. During steady state, the proposed leakagecontrol is most effective.

With additional reference now to FIG. 53 , a vent control assemblyconstructed in accordance to one example of the present disclosure isshown and generally identified at reference 1610. The vent controlassembly 1610 can be used in a fuel system such as fuel system 1010 andcooperate with evaporative emissions control system 1020 to open andclose identified vents. It will be appreciated that the vent controlassembly 1610 can be used in other fuel systems or systems in general toregulate fluid flow.

The vent control assembly 1610 generally includes shaft assembly 1612, ablock 1616, actuation assembly 1620 and an input source 1622. The shaftassembly 1612 can include a split shaft having a first shaft portion1630 and a second shaft portion 1632. The actuation assembly 1620includes an electromagnetic assembly 1634. The electromagnetic assembly1634 includes electromagnetic coils 1634A and a magnet portion 1634B. Aswill be explained herein, the first and second shaft portions 1630 and1632 can move relative to each other when the electromagnetic assembly1634 is energized. When the electromagnetic coils 1634A are energized,the magnet portion 1634B moves toward the electromagnetic coils 1634A.

The second shaft portion 1632 can be formed of externally molded rubber.The block 1616 can be formed of metal. The second shaft portion 1632 hasa first shaft passage 1636. The block 1616 has first and second blockpassages 1640, 1642. The input source 1622 can include a servo motor.Other actuation sources are contemplated.

During operation, the second shaft 1632 occupies a first position wherethe first shaft passage 1636 is not aligned with the first and secondblock passages 1640, 1642. In a second position, the first shaft passage1636 is aligned with the first and second block passages 1640, 1642. Abiasing member 1656 can urge the second shaft 1632 back toward theunactuated position to be available for subsequent indexing.

Turning now to FIGS. 55 and 56 , a vent shut-off or control assemblyconstructed in accordance to one example of the present disclosure isshown and generally identified at reference 1710. The vent controlassembly 1710 can be used in a fuel system such as fuel system 1010 andcooperate with evaporative emissions control system 1020 to open andclose identified vents. It will be appreciated that the vent controlassembly 1710 can be used in other fuel systems or systems in general toregulate fluid flow.

The vent control assembly 1710 generally includes shaft assembly 1712and a block 1716. The vent control assembly 1710 can be configured foruse with any of the actuation assemblies described above. The shaftassembly 1712 can include a split shaft having a first shaft portion1730 and a second shaft portion 1732. In this example, the second shafthas first and second shaft passages 1736A, 1736B. The block has first,second, third and fourth block passages 1740A, 1740B, 1740C and 1740D.Based on this configuration, the second shaft 1732 can be translatedfrom the position shown in FIG. 55 to a position shown in FIG. 56 . Ascan be appreciated, multiple passages may be connected at a time. In theexample shown in FIG. 56 , the first shaft passage 1736A is aligned withthe first and second block passages 1740A, 1740B. The second shaftpassage 1736B is also aligned with third and fourth block passages1740C, 1740D.

FIG. 57 illustrates a shaft assembly 1712A having a first shaft 1730Aand a second shaft 1732A. In this example, the second shaft 1732A has athird shaft passage 1736C. The block 1716A includes a fifth and sixthblock passage 1740E and 1740F.

With reference now to FIGS. 58-61 , a vent shut-off assembly 1822constructed in accordance to additional features of the presentdisclosure will be described. The vent shut-off assembly 1822 can beused with any of the actuator assemblies described herein for actuatingtwo vent points (such as a front tank vent and a rear tank vent) with asingle cam. The vent shut-off assembly 1822 generally includes a cam1830 having a first cam lobe 1832 and a second cam lobe 1834. Rotationof the cam 1830 causes selective actuation of a first vent poppet valve1840 and a second vent poppet valve 1842. In one example, the first ventpoppet valve 1840 has a first roller 1850 disposed at a distal end forengaging the cam 1830. The first vent poppet valve 1840 actuates to openand close a first port 1852. The second vent poppet valve 1842 has asecond roller 1860 disposed at a distal end for engaging the cam 1830.The second vent poppet valve 1842 actuates to open and close a secondport 1862. A first venting state is shown in FIG. 58 where the first andsecond vent poppet valves 1840 and 1842 are closed. A second ventingstate is shown in FIG. 59 where first poppet valve 1840 is open and thesecond poppet valve 1842 is closed. A third venting state is shown inFIG. 60 where the first and second poppet valves 1840 and 1842 are open.A fourth venting state is shown in FIG. 61 where the first poppet valve1840 is closed and the second poppet valve 1842 is open.

Turning now to FIG. 62 , a vent shut-off assembly 1922 constructed inaccordance to another example of the present disclosure will bedescribed. The vent shut-off assembly 1922 can be used with any of theactuator assemblies described herein for opening and closing variousvent ports. In the example shown, the vent shut-off assembly 1922includes a three port, four position latching fuel vapor solenoid valve1926. The solenoid valve 1926 generally includes a valve body 1930 thatdefines a first port 1932, a second port 1934 and a third port 1936. Afirst seal assembly 1942 selectively opens and closes the first port1932. A second seal assembly 1944 selectively opens and closes thesecond port 1934. A first armature 1946 extends from the first sealassembly 1942. A first biasing member 1947 biases the first sealassembly 1942 to a closed position. A second armature 1948 extends fromthe second seal assembly 1944. A second biasing member 1949 biases thesecond seal assembly 1944 to a closed position.

A pole piece 1950 can be centrally arranged in the solenoid valve 1926.A first and second permanent magnet 1952 and 1954 are disposed onopposite sides of the pole piece 1950. An electrical connector 1960 iselectrically coupled to a first encapsulated coil 1962 and a secondencapsulated coil 1964. The solenoid valve 1926 can have an electricaltermination or connector that plugs into a valve body electricalbreakout connector instead of using a pig tail connection. A sealassembly can be assembled to an armature using a variety of retentionmethods such as, but not limited to over-mold configurations andsnap-fit arrangements. The permanent magnets 1952 and 1954 can beovermolded into the first and second coils 1962 and 1964 or assembledinto small detents on the pole piece 1950. The first and/or second coils1962 and 1964 can be energized to move the first and/or second sealassemblies 1942 and 1944 thereby opening or closing the first and secondports 1932, 1934.

Turning now to FIG. 63 , a vent shut-off assembly 2022 constructed inaccordance to another example of the present disclosure will bedescribed. The vent shut-off assembly 2022 generally includes a vent boxcam 2024 rotatably disposed in a vent box 2026 and that actuatesrespective first, second and third valves 2030, 2032 and 2034. The firstvalve 2030 opens and closes a first vapor port 2036. The second valve2032 opens and closes a second vapor port 2037. The third valve 2034opens and closes a third vapor port 2038. The first, second and thirdvapor ports 2036, 2037 and 2038 can be routed to various locations onthe fuel tank as disclosed herein. The vent box cam 2024 includes afirst cam 2040 that actuates the first valve 2030, a second cam 2042that actuates the second valve 2032 and a third cam 2044 that actuatesthe third valve 2034.

The vent box cam 2024 is driven by a fuel pump 2050. Specifically, thefuel pump 2050 drives a first gear 2052 that drives a reduction gear2054 that in turn drives a clutch mechanism 2060 that rotates the ventbox cam 2024. An active drain liquid trap 2070 can be fluidly connectedto a fuel feed line 2072 by a connection tube 2074. A vapor vent line2080 is fluidly connected to the canister (see canister 1032, FIG. 27 ).A fuel pick up sock 2084 is arranged adjacent to the fuel pump 2050.

FIGS. 64 and 65 illustrate a valve arrangement 2100 that can be used inany of the valves disclosed herein. The valve arrangement 2100 istwo-staged such that a smaller orifice is first opened to relievepressure and then less force is required to subsequently open a largerorifice. The valve arrangement 2100 includes a coil 2110 and armature2112. A shaft 2114 has a first groove 2120 and a second groove 2122. Alocating member 2130 locates first into the first groove 2120 andsubsequently into the second groove 2122 for sequential, staged openingof the valve.

FIG. 66 illustrates a vent shut-off assembly 2222 constructed inaccordance to additional features of the present disclosure. The ventshut-off assembly 2222 can be used in conjunction with any of thesystems described herein. The vent shut-off assembly 2222 uses hydraulicforce to drive the vent lines open and closed. FIG. 67 illustrates avent shut-off assembly 2322. The vent shut-off assembly 2322 can be usedin conjunction with any of the systems described herein. The ventshut-off assembly 2322 includes a motor 2330 that sends a switch 2332back and forth to shuttle the vent points open and closed.

FIGS. 68-70 illustrate a vent shut-off assembly 2422 constructed inaccordance to other features of the present disclosure. The ventshut-off assembly 2422 can be used in conjunction with any of thesystems described herein. The vent shut-off assembly 2422 includes afirst motor 2430 having a first linear screw drive 2432 that opens (FIG.68 ) and closes (FIG. 69 ) a first vent 2434 associated with a firstport 2436. A second motor 2440 has a second linear screw drive 2442 thatopens (FIG. 68 ) and closes (FIG. 69 ) a second vent 2444 associatedwith a second port 2446. A third motor 2450 has a third linear screwdrive 2452 that opens (FIG. 68 ) and closes (FIG. 69 ) a third valve2454 associated with a third port 2456. FIG. 70 shows a manifold 2460that can be associated with the vent shut-off assembly 2422. A solenoid2462 can further open and close vent pathways in the manifold 2460.

FIGS. 71 and 72 illustrate a vent shut-off assembly 2522 constructed inaccordance to additional features of the present disclosure. The ventshut-off assembly 2522 can be used in conjunction with any of thesystems described herein. The vent shut-off assembly 2522 can includes acentral disc 2530 that is rotated by a motor 2532. Push pins 2540 and2542 are actuated open and closed as the central disc 2530 is rotated.The actuation can also be done linearly.

With reference now to FIGS. 73-75 , a valve control assembly constructedin accordance to yet another example of the present disclosure is shownand generally identified at reference 2610. The valve control assembly2610 includes a vent shut-off assembly 2622. The vent shut-off assembly2622 can be used as part of an evaporative emissions control system in afuel tank system. The vent shut-off assembly 2622 includes a mainhousing 2630, a valve shuttle 2632 that translates within the mainhousing 2630, and an actuator assembly 2636. The main housing 2630 canhave a first vent port 2640 that is fluidly connected to the canister1032, a second port 2642 that is fluidly connected to an FLVV, a thirdport 2644 that is fluidly connected to a first grade vent valve (GVV)and a fourth port 2646 that is fluidly connected to a second grade ventvalve (GVV).

The actuator assembly 2636 can include a motor 2650, such as a DC motorthat actuates a ball screw mechanism 2652. Actuation of the ball screwmechanism 2652 translates the valve shuttle 2632 in the direction ofarrows 2658. In the example shown, the valve shuttle 2632 includesradially extending collars 2660A, 2660B, 2660C and 2660D that receiverespective seal members or 0-rings 2662A, 2662B, 2662C and 2662Dtherearound. A capacitor level sensor 2668 is shown in FIG. 46 thatsenses fuel level.

During driving mode, a first grade vent valve and FLVV can be partiallyopened in a saddle tank arrangement. During refueling mode, only theFLVV will be opened. The actuator assembly 2636 including ball screwmechanism 2652 can cooperate with a position sensor 2676 to provideprecise linear movement response of the valve shuttle 2632. Thecapacitor 2668 level sensor can be a two capacitor level sensor that isfitted to measure level an also to evaluate pitch and roll angle. Basedon fuel level and angle (roll/pitch) sensing, the electronic controlunit will give signal to the actuator assembly 2636 to open one of theports 2640, 2642, 2644 and 2646 through directional control valves.During electric mode on a hybrid vehicle, all ports 2640, 2642, 2644 and2646 are closed. A liquid trap can be included to trap the fuel whichcan be drained back through a directional control valve opening.

FIGS. 76 and 77 illustrate a vent shut-off assembly 2722 constructed inaccordance to additional features of the present disclosure. The ventshut-off assembly 2722 can be used in conjunction with any of thesystems described herein. In particular, the vent shut-off assembly 2722may be used in place of the valve actuation assembly 1110 describedabove with respect to FIG. 32 . In this regard, instead of a centralrotating camshaft, the vent shut-off assembly 2722 includes a rack andpinion assembly 2730 having a drive gear 2732 driven by a motor 2734 anda driven gear 2740. A rack 2740 is meshingly engaged to both of thedrive gear 2732 and the driven gear 2740. Rotation of the drive gear2732 causes translation of the rack 2740 and consequently rotation ofthe driven gear 2740. The driven gear 2740 can rotate a single cam or acollection of cams such as described above with respect to FIG. 32 .

FIGS. 78 and 79 illustrate a vent shut-off assembly 2822 constructed inaccordance to another example of the present disclosure. The ventshut-off assembly 2822 can be used in conjunction with any of thesystems described herein. The vent shut-off assembly 2822 can bepneumatically driven. In this regard, a motor 2830 can drive a camassembly 2834, such as described in any of the above configurations. Anair or vacuum source 2840 can drive the cam assembly 2834. A controlvalve 2844 can be fluidly connected to the vacuum source 2840. A brakingmechanism and/or a position sensing mechanism can further be included.

FIGS. 80 and 81 illustrate a vent shut-off assembly 2922 constructed inaccordance to another example of the present disclosure. The ventshut-off assembly 2922 can be used in conjunction with any of thesystems described herein. The vent shut-off assembly 2922 can behydraulically driven. In this regard, a motor 2930 can drive a camassembly 2934, such as described in any of the above configurations. Ahydraulic source 2940 can drive the cam assembly 2934. A control valve2944 can be fluidly connected to the hydraulic source 2940. A brakingmechanism and/or a position sensing mechanism can further be included.

With reference now to FIGS. 82-84 , a fuel tank system 3010 arranged ona fuel tank 3012 having an evaporative emissions control system 3020constructed in accordance to additional features of the presentdisclosure will be described. Unless otherwise described, the fuelsystem 3010 and evaporative emissions control system 3020 can beconstructed similarly to the evaporative emissions control system 1020discussed above. The fuel tank system 3010 provides a mechanicalshut-off that will prevent fuel tank overfilling in the case of powerloss.

The evaporative emissions control system 3020 generally includes a ventshut-off assembly 3022 having a manifold assembly 3024. A liquid trap3026 and pump 3028 can be arranged in the manifold assembly 3024. thatrouts to a first line 3040 having a first outlet 3042, a second ventline 3044 having a second outlet 3046, a third vent line 3048 having athird outlet 3050 and a fourth vent line 3052 that routs to a canister(see canister 1032). Baffles 3060, 3062 and 3064 can be arranged at thefirst, second and third outlets 3042, 3046 and 3050.

The baffle 3062 is a refueling baffle arranged in elevation lower thanthe first and third outlets 3042 and 3050. The refueling baffle 3062includes a flow shut-off mechanism 3066 that moves from an open positionto a closed position based on liquid fuel rising.

A baffle 3062A constructed in accordance to one example of the presentdisclosure is shown in FIG. 83 . The baffle 3062A includes a bafflehousing 3070 that defines windows 3072 therein. A cup 3074 is slidablyreceived by the baffle housing 3070 and is configured to rise from thesolid position shown in FIG. 83 to the phantom position shown in FIG. 83. In the solid position, vapor flow is permitted through the windows3072 and through the second vent line 3044 to the liquid trap 3026. Whenfuel rises beyond a desired fuel fill level 3076A to a higher fuel filllevel 3076B, the cup 3074 rises to the closed position shown in phantomwhere vapor flow is inhibited from passing through the windows 3072 andto the second vent line 3044 to the liquid trap 3026.

A baffle 3062B constructed in accordance to another example of thepresent disclosure is shown in FIG. 84 . The baffle 3062B includes abaffle housing 3080 that defines windows 3082 therein. A cup 3084 isslidably mounted to the baffle housing 3080 and is configured to risefrom the solid position shown in FIG. 84 to the phantom position shownin FIG. 84 . In the solid position, vapor flow is permitted through thewindows 3082 and through the second vent line 3044 to the liquid trap3026. When fuel rises beyond a desired fuel fill level 3076A to a higherfuel fill level 3076B, the cup 3084 rises to the closed position shownin phantom where vapor flow is inhibited from passing through thewindows 3082 and to the second vent line 3044 to the liquid trap 3026. Adisk 3090 coupled to the cup 3084 can also rise to cover the opening ofthe baffle housing 3080 in the closed position.

With reference to FIG. 85A-85D, an example method 3100 of controlling afuel tank system is described in reference to fuel tank system 1010.Method 3100 can enable the control module to learn and adapt frommonitored conditions to optimize venting of the fuel tank system andmaintain the fuel tank pressure and/or the trap liquid level atacceptable levels.

Method 3100 includes, at step 3102, initiating a venting system orevaporative emissions control 1020 and setting vent valves 1040, 1042based on a dynamic map look-up table (e.g., a dynamic map holdingconditions such as vent solenoid states, G-peak, G-avg., fuel tankpressure, bulk fuel tank temperature, and fuel level). At step 3104,control module 1030 checks for liquid in the liquid trap 1026, forexample, by cycling the smart drain pump and comparing a “dry” and “wet”inducting signature “h”. At step 3106, control module 1030 subsequentlydetermines if liquid is present in the liquid trap 1026 and/or the jetpump. If liquid is not present, at step 3108, control module 1030 startsa liquid trap check timer.

At step 3110, control module 1030 maintains the initial settings of thevent valves 1040, 1042. At step 3112, control module 1030 monitors fueltank pressure and, at step 3114, subsequently records fuel tankpressures P1 . . . Pn at a predetermined time intervals Ti . . . Tn. Atstep 3116, control module 1030 determines if a monitored pressure (e.g.,P2) is greater than a previously monitored pressure (e.g., P1). If yes,control proceeds to step 3150 described below. If no, at step 3118,control module 1030 maintains the vent valves 1040, 1042 in the currentposition. At step 3120, control module 1030 determines if the liquidtrap check time has exceeded a predetermined time (e.g., 20 seconds). Ifnot, control returns to step 3118. If yes, control returns to step 3104.

If liquid is detected at step 3106, control moves to step 3122 or step3124. At step 3122, control module 1030 activates the liquid trap jetpump and proceeds to step 3124 or 3126. At step 3126, control module1030 monitors the inductive signature “h” of the jet pump. At step 3128,control module determines if liquid is present in the liquid trap basedon the inductive signature “h”. If liquid is present, control module1030 continues to operate the jet pump at step 3130. Control thenreturns to step 3128. If liquid is not present, control proceeds to step3132.

At step 3132, control module 1030 deactivates jet pump and the pumpingevent timer. At step 3134, control module 1030 calculates and stores anew ΔT indicative of how long the pump was operated. At step 3136,control module 1030 determines if the new ΔT is greater than a previousΔT (e.g., “old ΔT”). If no, at step 3138, control module 1030 maintainsthe vent valves 1040, 1042 in the current position and may subsequentlyreturn to step 3104. If yes, at step 3140, control module 1030 closesall vent valves.

At step 3142, control module 1030 monitors pressure in the fuel tank1012 and proceeds to step 3144, subsequently records fuel tank pressuresP1 . . . Pn at a predetermined time intervals T1 . . . Tn. At step 3146,control module 1030 determines if a monitored pressure (e.g., P2) isgreater than a previously monitored pressure (e.g., P1). If no, at step3148, control module 1030 maintains the vent valves 1040, 1042 in thecurrent position. If yes, control proceeds to step 3150.

Returning to step 3150, control module 1030 monitors G-sensor 1060E anddetermined G-peak and G-avg over a predetermined time (e.g., fiveseconds). In step 3150, the control module 1030 determines the average“G” force applied to the system and records the G-peak. At step 3152,control module 1030 interrogates the fuel level sensor 1048.

At step 3154, control module 1030 uses a dynamic map look-up table toselect appropriate valve conditions for the measured “G” and fuel level.At step 3156, control module 1030 determines if the captured systemstates are within predetermined limits. If no, control proceeds to step3158. If yes, at step 3160, control module 1030 sets the vent valves topredetermined conditions at step 3160. If not, the control module 1030adds to a dynamic map.

Returning to FIG. 1 , the energy storage device 1034 can include acapacitor, battery, pre-loaded valve or other device. The energy storagedevice 1034 can be connected to the vent shut-off assembly 1022 forproviding power to the associated actuator (solenoids, motor etc.) inthe event of power loss. The energy storage device 1034 has sufficientpower to rotate the cam assembly 1130 (see FIG. 8 ) plus have logic thatconfirms the orientation of the shaft 1132. One example includes readingan encoder or accessing a last recorded angle from memory. Otherexamples are contemplated. The actuator assembly 1110 will rotate theshaft 1132 to a designated angle where the system will remain untilpower is restored. If the system is able to access current or recentaccelerometer data and or fill volumes, the information can be used todefine the state to rotate to. In other examples there may be auniversal default state.

Exemplary fault states will now be described. If the accelerometer 1060Eidentifies the vehicle is upside down, all valves are rotated closed. Ifthe accelerometer 1060E identifies a potential front end collision,valves associated with the front of the fuel tank are closed while valveassociated with the rear of the fuel tank are open. If the accelerometer1060E identifies the vehicle is at rest or cruise and the fuel volume ishalf-full, the actuator assembly 1110 rotates the shaft 1132 to open thefirst and second valves.

With reference now to FIGS. 86-90 , a vent shut-off assembly 3222constructed in accordance to another example of the present disclosurewill be described. The vent shut-off assembly 3222 can be used with anyof the actuator assemblies described herein for opening and closingvarious vent ports. In the example shown, the vent shut-off assembly3222 includes an actuator assembly 3230, a cam disk 3232, a followerguide 3234 and a manifold 3240. In the example shown, the actuatorassembly 3230 includes a rotary solenoid or stepper motor. The disk 3232is mounted on an output shaft 3244 of the actuator assembly 3230.

First, second and third poppet valves 3250, 3252 and 3254 are arrangedfor translation along respective bores defined in the follower guide3234. Each of the first, second and third poppet valves 3250, 3252 and3254 have a cam follower 3260, 3262 and 3264, respectively at a terminalend thereof and an overmold rubber seal (identified at 3265) at anopposite end. The manifold 3240 defines various fluid paths such asfluid path 3268 to vent the fuel tank to various vents in the fuel tanksuch as described herein.

The cam plate 3232 includes a cam profile 3270 that includes variouspeaks and valleys. When the cam plate 3232 is rotated by the actuationassembly 3230, the cam profile 3270 engages the respective cam followers3260, 3262 and 3264 and urges the respective first, second and thirdpoppet valves 3250, 3252 and 3254 open and closed.

The foregoing description of the examples has been provided for purposesof illustration and description. It is not intended to be exhaustive orto limit the disclosure. Individual elements or features of a particularexample are generally not limited to that particular example, but, whereapplicable, are interchangeable and can be used in a selected example,even if not specifically shown or described. The same may also be variedin many ways. Such variations are not to be regarded as a departure fromthe disclosure, and all such modifications are intended to be includedwithin the scope of the disclosure.

What is claimed is:
 1. A fuel tank system comprising: a fuel tank; apurge canister adapted to collect fuel vapor emitted by the fuel tank; amanifold fluidly coupled to the purge canister; a first vent linedisposed in the fuel tank and fluidly coupled to the manifold; anevaporative emissions control system configured to recapture and recycleemitted fuel vapor, the evaporative emissions control system having acontroller; and a tank venting control assembly having an actuatordisposed in the manifold that actuates based on operating conditions,wherein the actuator comprises a rotary actuator that rotates a camassembly the cam assembly having at least a first cam having a first camprofile configured to selectively open and close the first vent line toprovide over-pressure and vacuum relief for the fuel tank based onoperating conditions.
 2. The fuel tank system of claim 1, furthercomprising: a second vent line disposed in the fuel tank.
 3. The fueltank system of claim 2 wherein the cam assembly further comprises: asecond cam having a second cam profile configured to selectively openand close the second vent line based on operating conditions.
 4. Thefuel tank system of claim 3 wherein the second cam profile has profilesthat correspond to at least a fully closed valve position, a fully openvalve position and a partially open valve position.
 5. The fuel tanksystem of claim 3, further comprising a third cam having a third camprofile and a fourth cam having a fourth cam profile, the third camprofile configured to selectively open and close a third vent linedisposed in the fuel tank, the fourth cam profile configured toselectively open and close a fourth vent line disposed in the fuel tank.6. The fuel tank system of claim 1, further comprising a first valve,wherein the first valve selectively opens and closes based on rotationof the first cam.
 7. The fuel tank system of claim 6, further comprisinga second valve, wherein the second valve selectively opens and closesbased on rotation of the second cam.
 8. The fuel tank system of claim 7wherein at least one of the first and second valves is a poppet valve.9. The fuel tank system of claim 1 wherein the first cam profile hasprofiles that correspond to at least a fully closed valve position, afully open valve position and a partially open valve position.
 10. Anevaporative emissions control system configured to recapture and recycleemitted fuel vapor on a vehicle fuel tank, the evaporative emissionscontrol system comprising: a first vent line disposed in the fuel tank;a second vent line disposed in the fuel tank; a first actuator disposedon the first vent line that is configured to selectively open and closea first port fluidly coupled to the first vent line; a second actuatordisposed on the second vent line that is configured to selectively openand close a second port fluidly coupled to the second vent line; a ventshut-off assembly that selectively opens and closes the first and secondactuators to provide overpressure and vacuum relief for the fuel tank;and a control module that regulates operation of the vent shut-offassembly based on operating conditions.
 11. The evaporative emissionscontrol system of claim 10 wherein the actuator comprises a rotaryactuator that rotates a cam assembly the cam assembly having at least afirst cam having a first cam profile configured to selectively open andclose the first vent line based on operating conditions.
 12. Theevaporative emissions control system of claim 11 wherein the first camprofile has profiles that correspond to at least a fully closed valveposition, a fully open valve position and a partially open valveposition.
 13. The evaporative emissions control system of claim 12wherein the cam assembly further comprises: a second cam having a secondcam profile configured to selectively open and close the second ventline based on operating conditions.
 14. The evaporative emissionscontrol system of claim 13 wherein the second cam profile has profilesthat correspond to at least a fully closed valve position, a fully openvalve position and a partially open valve position.
 15. The evaporativeemissions control system of claim 13, further comprising a third camhaving a third cam profile and a fourth cam having a fourth cam profile,the third cam profile configured to selectively open and close a thirdvent line disposed in the fuel tank, the fourth cam profile configuredto selectively open and close a fourth vent line disposed in the fueltank.
 16. The evaporative emissions control system of claim 10 whereinthe actuator comprises a first solenoid, wherein the control moduleregulates operation of the first solenoid to selectively open and closethe first vent line.
 17. A fuel tank system comprising: a fuel tank; apurge canister adapted to collect fuel vapor emitted by the fuel tank; amanifold fluidly coupled to the purge canister; a first vent linedisposed in the fuel tank and fluidly coupled to the manifold; anevaporative emissions control system configured to recapture and recycleemitted fuel vapor, the evaporative emissions control system having acontroller; and a tank venting control assembly having an actuatordisposed in the manifold that actuates based on operating conditions,wherein the actuator selectively opens and closes the first vent line toprovide over-pressure and vacuum relief for the fuel tank based onoperating conditions; wherein the actuator comprises a first solenoid,wherein the control module regulates operation of the first solenoid toselectively open and close the first vent line.
 18. The fuel tank systemof claim 17, further comprising a second vent line disposed in the fueltank wherein the actuator further comprises a second solenoid, whereinthe control module regulates operation of the second solenoid toselectively open and close the second vent line.